Apparatus for the control of train brakes



March 7, 1933. O GRQNDAHL 1,900,403

APPARATUS FOR THE CONTROL OF TRAIN BRAKES Filed April 4, 1930 2 Sheets-Sheet l 5 r G 5 Hllfllll} 45 I .L 50 L450 #50 50; W 4 C 122 S l I g! 51% DC DE B 1 M 55 557% 6557* 153p I A 4/; COMPRESSOR INVENTOR o L.0.Grondah/, :LWEIL Q- m March 7, 1933. L Q GR M DAHL 1,900,403

APPARATUS FOR THE CONTROL OF TRAIN BRAKES Filed April 4, 1930 2 Sheets-Sheet 2 INVENTOR L.0. Grondnhl Patented 7, 1933 UNITED STATES PATIENT OFFICE LABS O. GBONDAIL, OF PITTSBURGH, PENNSYLVANIA, ABSIGHOB IO rm: UNION SWITCH & SIGNAL COKYANY, OF SWISSVALB, PENNSYLVANIA, A CORPORATION OF PENNSYLVANIA APPARATUS FOR THECONTBOL O1? IRAN I 1 Application filed April 4,

' ducing the functions of the engineers valve,

and means for causing the condition of such auxiliary mechanism to register with the positions of theengineers valve.

I will describe several forms of apparatus embodying my invention, and will then point out the novel features thereof in claims.

In the accompanying drawings, Fig. 1 is a diagrammatic view showing one form of locomotive-carried apparatus embodying my invention for transmitting influences to the auxiliary mechanism. Fig. 2 is a diagrammatic view showing one cm of auxiliary mechanism located at another point on a train forreproducing the functions of the engineers valve, together with means re.- sponsive to the influences transmitted by the locomotive-carried apparatus for controlling such mechanism', all embodying my invention. Fig. 3 is a diagrammatic view showing one form of apparatus located at a second point on the train and controlled by the auxiliary mechanismfor transmitting influences to the locomotive to indicate to the engineer the condition of the auxiliary mechanism. Fig. 4 is a diagrammatic view showing one form of locomotive-carried apparatus responsive to the influencestransmitted-from the second point on the train for indicating to the engineer the condition of the auxiliary mechanism. Fig. 5 is a diagrammatic view showing a modification of aportion of the apparatus shown in Figs-1 and 3, which modification may be used when the influences from the locomotive to the second point on the train and/or vice versa are transmitted by radio. K

Similarreference characters refer to similar parts in each of the views.

Refe first to Fig. 1, the reference character B designates the usual engineers'brake valve having a handle 67 capable of assuming the usual functional posltions known as ml a i r nningdr lap: s rvice 1930. Serial Ho. 44am.

emergency. Operatively connected with the handle .67 of the brake valve B is a. circuit controller E, comprising a contact member 52 which moves with the brake valve handle, a fixed contact member 16 with which .the member 52 constantly engages, and a plurality of fixed contact members 17, 18, 19 and 20. When the engineers brake valve handle is in the release position, the contact member 52 engages with member 17. When the handle is in the running position, the movable member 52 engages with fixed member 18. When the handle is in the lap position the movable member 52 engages the fixed member 16 but does not contact with any of the other members of the circuit controller.

The member 52 engages contact member 19 or 20 according as the engineers brake valve handle is in the service or the emergency position.

Located on the locomotive is a generator F of alternating carrier-current, the fre uency of which may, for example, be 3500 cyc es per second. As here shown, this generator is of the vacuum tube oscillator type, comprising an electron tube T containing the usual filament 1, grid 2, and plate 3. The filament 1- is constantl heated by a battery 36, and the tube is provi ed with a grid circuit includin a reactor 5. The tube is also provided with a plate circuit including a'batte 4, and the primary 6 of a transformer 9. onnected in series with the reactor 5, battery 4, and primary 6, is a condenser 68. In accordance with usual practice, the windings '5 and 6 are closely coupled to provide for mutual inductance between them, although to simplify the drawings they are shown spaced apart. -The output frequency of the generator F is determined by the characteristics of the condenser 68, the reactor 5, and the primary 6. The secondary 7 of transformer 9 is included in a series circuit with two windings 26 and 27 located in inductive relation with the two trackrails 28. and 29,.respectively, which circuit is tuned by a condenser 32 to the output frequency of the generator F. ":f I

Also located on the locomqtiv'ejis a second generator M, arm' -a id tion generator, because its output is used to modulate the high frequency output of the generator F. Generator M is, likewise, of the electron tube oscillator type, comprising a tube T together with a reactor 69, a battery 8 and a transformer primary 12, all of Y which are associated with the tube T in the the reason stated above in discussing same manner as the correspondin elements, 5, 4 and 6 of the generator F. 'W mdings 12 and 69 are closely coupled to each other for windings and 6. The secondary 13 of the transformer is connected with the rimary 14 of Y a transformer 11, the secon ary 15 of which is included in the id circuit of the the generator M, and this condenser may be .the generator M will be. 80 cycles so adjusted that the oscillation frequency of r second. When the en ineers valve is in t e running position, con enser 23 is connected with the modulation generator, and this condenser may be so adjusted that the oscillation fre-' quency will be 150 cycles r second. When the engineers valve is in t e service position, condenser 24 will be connected with the modulation generator, and this condenser may be so proportioned that the oscillation frequency will be 350 cycles per second. When the engineers valve is in the emerncy position, condenser 25 will be connected with the modulation generator, and this condenser may be so adjusted that the oscillation frequency will be 500 cycles per second. When the engineers valve is in the lap position, the condenser circuit is opened and the carrier current delivered by the nerator F will be unmodulated. It follows om the fore oin that the out at current of generator wil be modulate at 80, 150, 350 or 500 cycles per second, according as the engineers brake valve is in the release :running, service or emergency Fposition, an

that the output of generator ill be unmodulated when the engineers valve is in the lap. sition. It is understood that all of the requencies hereinbefore' mentioned are chosen for purposes of illustration only, and that frequencies differing widely therefrom may equally well be used.

It will be observed that by means of the apparatus shown in Fig. 1, power is delivered to the track rails in the form of acarrier current either unmodulated. r modula d at y motive.

one of four different frequencies,and, that each of these conditions corresponds to a functional position of the engineers brake valve B.

Referring now to Fig. 2, the apparatus which is shown in this view is located at a second point on the train, which point may, for example, be the cabooseof a freight train. This caboose is provided with .a main reservoir M, a feed valve F and a plurality of electromagnetic valves D arranged to reproduce the functions of the engineers valve. Of course the caboose will necessarily be provided wit further apparatus, such as a compressor Q, pressure gauges, governors, etc., similar to the apparatus carried on the locomotive, but the independent brake valve, to-

-gethen with its auxiliary equipment, is not needed. Each valve D is biased to the closed position, and is opened when its associated magnet 70 is energized. When valve D is opened, that is, when its magnet 70 is energ'ized, main reservoir M will be connected with the brake pipe BP, so that the apparatus will then reproduce the condition which exists on the locomotive when the engineers valve is in the release position. When the valve D is open, the brake pipe is connected with the feed valve F", thereby reproducing the condition-existing on the locomotive when the engineers valve is in the running position. When the valve D is open,the brake pipe will be connected with atmosphere through an orifice of such characteristic as to produce a reduction in brake pipe pressure at substantially the service rate of the usual brake valve. to effect a service application ofthe brakes. When valve D is open, the brake pipe will be connected with atmosphere through an orifice of such characteristic as to cause an emergency rate of reduction in brake pipe pressure and an emergency application of the brakes. The magnets of the valves D are controlled by apparatus which I will now describe.

The caboose is provided with a receiving circuit comprising two windings and 31 located in "inductive relation with the two track' rails 28 and 29, respectively, which windings are connected through a condenser 3.3 with a portion of a reactor 34, this circuit being tuned to the frequency of the carrier current produced by generator F on the loco- The reactor 34 is connected with a condenser 35, and these two elements are, likewise, tuned to the frequency of the carrier current. This apparatus, therefore, constitutes a filter G having two stages, both of which are tuned to the frequency of the carrier current, and the filter therefore serves to prevent influence of current from other sources of power on the apparatus for controlling the valves D. The voltage across the terminals of the condenser 35 is applied to the grid circuit of a first amplifier tube A and this grid circuit includes the usual C battery 75. The plate circuit for this tube includes a battery 45 anda reactor 39. The output of this amplifierisconnected with 5 the grid circuit of a second amplifier A, the

two amplifiers being coupled by a tuned circuit consisting of a condenser 37 and a reactor 38. A C battery 7 6 is included in the grid circuit for amplifier A. The plate cir- 1 cult of the ampliiierA includes the battery 45 and a reactor 41. The plate circuit of the amplifier A is tuned by a condenser 40 and a reactor 42 to the frequency of the carrier current. From suitable points on the reactor 42, the power is fed into a demodulating fullwave rectifier 43, the output of which is supplied to the primary of a low frequency transformer 44. The output of this transformer, which is of the modulation frequency, is ap- 2 plied to the grid circuit of a third amplifier A gthrough a C battery 77, and the plate circuit of this amplifier includes the battery 45 and a reactor 46, as well as the primary of a transformer 49. The plate circuit of the amplifier A is not tuned, but it includes a blocking condenser 48 of large capacity; The secondary of transformer 49 is connected with a plurality of parallel, tuned, condenserreactor combinations K, each consisting of a condenser 50 and a reactor 51. Y

The natural frequencies of the condenserreactor combinations K correspond to the frequencies delivered by the modulation generator M onthe locomotive. Combination K responds to a frequency of 80 cycles per second, K to a frequency of 150 cycles per second, K to a frequency of 350 cycles per second and K to a frequency of 500 cycles per second.

A portion of the reactor 51 of combination K is. connected with the input terminals of a full-wave rectifier 52, the output terminals of which are connected with the operating magnet 70 of valve 1). In a similar manner the magnets of valves D D and D are supplied with power from combinations K, K

and K respectively. I

The operation of the apparatus shown in Figs. 1 and 2, is as'follows: When the engineers brake valve B is in the ru position, the carrier current will be m ulated at 150 cycles per second, so that valve 1) on the caboose will be open, with the result that the auxiliary brake controlling mechanism will, likewise, be in the runnin condition. Similarly, when the engineers rake'valve is in the release, service, or emergency position, the carrier current will be modulated at 80, 350 or 500 cycles per second, with the rewill be open, so that the auxiliary mechanism will register with. the {Position of the engineers valve. When the engineers valve is is be umnod ted, so am .11 of the valves 1o on the caboose will be closed, with the result that the auxiliary mechanism will, likewise,

be in the lap condition.

In the actual practice of my invention as thus far described, it will probably be desirable to provide indicating apparatus on the locomotive controlled by the auxiliary brake mechanism on the caboose, so that the locomotive driver will know whether or not the condition that he has set up on the locomotive is being duplicated in the caboose, and so that, if it is not being duplicated, he can handle the train accordingly. This necessitates the provision of transmitting apparatus on the caboose and receiving apparatus on the locomotive, and it also necessitates a difierent frequency for indication from that which is used for the transmitting oi influences from the locomotive to the caboose. It will be noted in Fig. 2 that each valve D is provided with a contact 53-associated with a moving part of the valve and arranged to be down or up according as the valve is closed or open.

Referring now to Fig. 3, the caboose is provided with a generator F, of carrier current and a generator M oi modulating current, which generators are similar in all respects tothe corresponding generators'on the locomotive. The output of the carrier current generator F may, for example, be 4500 cycles per second, and the output of the modulation generator M ma be 80, 150, 350, 500 or 700 cycles per secon according as a condenser 54, 55, 56, 57 or 58 is connected with this generator. When the charging valve D of Fig.

2 is open, contact 53 will be up, so that con -When all of the valves D are closed, so that the auxilia braking equipment is in the lap condition, 31 four of the contacts 53 will be down, so that condenser 58 will be connected with the modulation generator M with the result that the output of the carrier currentgenerator will be modulated at 700 cycles per second.

' Referring now to Fig. 4, the locomotive is provided with a receiving circuit comprising two windings 30 and 31 located in inductive relation with the two track rails 28 and 29, respectively, which windings are connected with a filter G through a condenser 33, by which the receiving circuit is tuned to the frequency of the carrier current generat0r-F Filter G'may be in all respects in the lap upmition, the carrier current will similar to the corresponding filter shown in Fig. 2. The output of the filter G is supplied to amplifying and demodulating apparatus spond respectively to 80, 150, 350, 500 and 70.0

cycles per second. Each combination K supplies current to a rectifier 52, and each rectifier in turn supplies current to a relay J. These relays control five indicator. lamps L", L3, L, L and L indicating, when lighted, release running, service, emergency and lap respectively. When the charging valve D on the caboose is open, relay J c will be energized, so that current will be supplied to,v lamp L by acircuit which passes from terminal X of a suitable source of current, through the front point of contact 62 of relay J and lamp 'L to terminal 0 of the same source of current. Similarly, when relay J isenergized in response tooperation of valve 1), lamp L willbe lighted, the circuit bein from terminal X, through the back int 0 contact 62 of relay J front point vo contact 62 of relay J and lamp L to terminal 0. In similar manner lamp L or lamp LE will be lighted in response to energization of valve D or D. When all of the valves]) aredeenergized, so that the output of generator F is modulated at 700 cycles per second, relay J will be energized, with the result that lamp L will be lighted, thereby indicating that the auxiliary brake controllin mechanism in the caboose is inthe lap con ition.

The transmission of current between two points on a train through the medium of the track rails may be accomplished in the manner disclosed in my copending application Serial No. 450,135, filed May 6,1930, for electric train signaling systems, and in my application Serial No. 269,148, filed April 11,

1928, for electric train signaling systems, of

I which the said application Serial No. 450,135

is a continuation in part. Referring now to Fig. 5, I have here shown a modification of the locomotive transmitting apparatus suitable for use when the influences between the locomotive and the caboose are transmitted by radio. Instead .of connecting the secondary 7 of transformer 9 with windings associated with the track rails, one terminal of this secondary is connected with ground 63. andthe other terminal is con- ,nected with an antenna 64. The receiving apparatus on the caboose will, of course, be

modified in the same manner, and the same thing will be true of the indication transmitting-apparatus on the caboose and the indication receiving apparatus on the locomotive. No other changes are required, except to substitute air core reactors for iron core reactors tious of the engineers va ing a source of ing the elements associated with'the carrier current generators, so that the tubes of these generators will oscillate at radio frequencies.

Although I have herein shown and described only a few forms of a paratus embodying my invention, it is un erstood that various changes and modifications may be made therein within the scope of-- the appended claims .without departing from the spirit and scope of my invention.

Having thus described my 1pvention,whati "I claim is: i

1. Apparatus for the control of train" brakes comprising, in combination with the usual engineers valve on the locomotive, a

source of carrier current on the locomotive,

means for modulating the output ofsaid source at different frequencies for different positions of said engineers valve, auxiliary ke controlling mechanism at another point on' the train capable of reproducing the funcmeans associated 'withsaid auxiliary mechanism and selectively responsive to the several modulations of said carrier current for caus-. ing the condition of the auxiliary mechamsm to register with the position of t e engineers valve. f

2. Apparatus for the control of tram brakes comprising, in combination with the usual engineers valve on the locomotive, auxiliary brake controlling mechanism at another point onthe train capable of reproducing the functions of said engineers valve, transmitting means on the locomotive includrent, means for modulating the outputof said source at different frequencies for difierent positions of the engineers valve, receiving meansat said mcond point, and demodulating means associated with said receiving means for causing the condition of said auxillary mechanism to register with the position of the engineers valve. v a

3. Apparatus for the control of train brakes comprising, -'n combination with the usual engineers valve on the locomotive, transmitting means on the locomotive including an oscillator generating a high frequency carrier current, modulating means on the locomotive includingan oscillator generating low frequency modulating currents, means for coupling the plate circuit of said modula- 'tion oscillator with the grid circuit of and carrier current oscillator, a plurality of multiple shunts for the tuning circuit of said modulation oscillator including condensers of difier'ent capacities, means. f r clo ing 1 fve, and. controlling high frequency carrier curaeooeoa ferent ones of said shunts for diderent functional positions of said engineers valve, and

auxiliary brake controlling mechanism at.

another point on the train selectivel responsive to the several modulations of said carrie current.

4. Apparatus for the control of train brakes comprising, in combination with the usual en rs valve on the locomotive, transmitting means on the locomotive including an oscil ator generating a high irequency carrier current, modulating means on the locomotive including an oscillator generating low frequency modulating currents, means for coupling the late circuit of said modulation oscillator with the grid circuit of said carrier current oscillator, means for varying the output f uency of said modulation oscillator accordin to the functional positions of said engineer s valve, and auxiliary brake controlling mechanism at another point on the train selectively responsive to the modulation .frequencies of said carrier current. i

.5. Apparatus for the control of train brakes comprising, in combination with the usual engineers valve on the locomotive, means on the locomotive for transmittin a carrier current modulated at difierent r uencies for difierent functional positions of t e engineers valve, means at another point on the train for receiving such modulated current, a plurality of multiple circuits receiving current from said receiving means and tuned respectively to said difierent modulation frequencies, and auxiliary mechanism including valves controlled by said circuits for reproducing the functions oi said engineer s valve.

.6. Apparatus for 'the control of train brakes comprising, in combination with the usual engineers valve on the locomotive, auxiliary brake controlling mechanism at another point on the train capable of reproducing the functions of the engineers valve, means for causing the condition of said auxiliary mechanism to register with the position of the engineers valve, and indicating means on the locomotive controlled in said auxiliary mechanism for indicating w oil the mechanism has reproduced a. function of the engineers valve.

7. Apparatus for the control of train brakes comprising, in combination with the usual engineers valve on the locomotive, auxiliary brake controlling mechanism at an other point on the train capable of reproducing the functions of the engineers valve, means forcausing the condition of said auxiliary mechanism to register with the position of the engineers valve, transmitting means including a generator of high frequency carrier current and a generator of modulating current at said second point, means for varying the frequency of the output of said modu lation generator according to the condition of said auxiliary mechanism, means on the locomotive receiving the modulated current delivered by said transmitting means, demodulating apparatus associated with said receiving means, and signals controlled by said demodulating apparatus.

8. Apparatus for the control of train brakes comprising, in combination with the usual engineers valve on the locomotive, transmitting means on the locomotive 1ncluding a source of carrier current of one frequency modulated at different lower frequencies corresponding to different functional positions of the engineers valve, auxiliary brake controlling mechanism at another point on the train selectively responsive to the frequencies of modulation of said carrier current to reproduce difierent functions of the engineers valve, transmitting means at said second point including a source of carrier current of another frequency modulated at difi'erent lower frequencies corresponding to the several functional conditions of said auriliary mechanism, and signalingapparatus .on the locomotive selectively responsive to the.

frequencies of modulation of said second carrier current.

9. Apparatus for the control of train brakes comprising, in combination with the usual engineers valve on the locomotive, means for impressing on the track rails a carrier current modulated at different frequencies corresponding to diflerent functional positions of said engineers valve, and auxiliary brake controlling mechanism at another point on the train receiving energy from the track rails and selectively responsive to said modulated current to reproduce such functions of the enneers valve.

10., pparatus for the control of train brakes comprising, in combination with the usual engineers valve on the locomotive, a radio transmitter on the locomotive, means for supplying said transmitter with a carrier current modulated at diiierent frequencies corresponding to difierent functional positions of said engineers valve, a radio receiver at another point on the train, and auxiliary brake controlling mechanism controlled by said receiver and selectively responsive to the modulations of said carrier current to repro duce the functions of said engineers valve.

11. Apparatus for controlling the brakes on a train of cars comprising a train brake pipe, an engineers brake valve device on one car of the train operable to efiect variations in brake-pressure, a reservoir on at least one car of the train, means on said car for compressing fluid into said reservoir, and means operable upon movement of said brake valve device for supplying fluid under pressure from said reservoir to the brake pipe.

12. Apparatus for controlling the brakes on strain of cars comprising a train brake the brake pipe, a reservoir on another car of.

the train, means on said other car for compressing fluid into said reservoir, and means operable upon movement of said brake valve deviceto said position for-supplying fluid under pressure from said reservoir to said brake pipe. k

13. Apparatus for the control of train brakes comprising, in combination with a brake pipe and an engineers brake valve on the locomotive for effecting variations in brake pipe pressure, an independent source of fluid under pressure on a car of the train, and means including apparatus on said car responsive to movement of said brake valve device for supplying fluid under pressure from said source to the brake pipe. I

14. Apparatus for the control of tram brakes comprising, in combination with a brake pipe andan engineers brakevalve on the locomotive for effecting variations in brake pipe pressure, a reservoir on a car of the train, means on said car for compressing fluid into said reservoir, and means operable upon movement of said brake valve devicefor supplying .fluid under pressure from said reservoirto the brake pipe.

15. Apparatus for the control of train brakes comprising, a plurality of brake ipe pressure controlling mechanisms locate at difi'ere'nt points on a train each involving a local air compressor and each capable of causing the usual variations in brake pipe pressure, and manually controlled means for causing each of said brake pipe pressure controlling mechanisms to simultaneously vary the brake pipe pressure in the same manner.

to establish simultaneously the same condibrake controlling mechanism selectively responsive to currents of different characteristics for causing said brake controlling mechanism to produce the different brake functions, a current source ca able of supplying currents of different 0 aracteristics to said electroresponsive means, and means to select the characteristic of the current supplied b said source and thereby determine the bra 0 function produced.

19. In a fluid pressure train braking system, the combination with a brake pipe and an engineers brake valve device on the locomotive having positions for varying the brake pipe pressure, of an auxiliary brake controlling means on a car of the train comprisingalocal and inde ndent source .of fluid pressure as well as a p urality of valves each operable to vary the brake pipe pressure and corresponding in numberwith the positions of the engineers brake valve device, and means responsive to the movement of the brake valve device to its different positions for eflecting the operation of said valves.

In testimony whereof I aflix my signature.

LARS O. GRONDAHL.

16. Apparatus for the' control of train brakes comprising; two brake (pipe pressurecontrolling mechanisms locate at different points on a train each involving a local air compressor and each capable of varying the brake pipe pressure to produce release,

running, lap, service and emergency conditions; and manually controlled means for causing the two brake pipe pressure con- 7 a train each involving a local air compressor and each capable of producing the several conditions of brake pipe pressure for causing the usual 0 erations of the train brakes, and a manual y controlled means for causing each of said controlling mechanisms 

